Internal combustion engine



Jan.2, 1940. v w, KLIESRATH 2,185,254

INTERNAL COMBUSTION ENGINE Filed June 28, 1937 2 Sheets-Sheet l INVENTOR.

Fr Z. h. Q linear/r ATTORNE Jan. 2,- 1940. V w KUESRATH 2,185,254

INTERNAL COMBUSTION ENGINE Filed June 28, 1937 2 Sheets-Sheet 2 I INVENTOR.

F zg 3 have firm/55m .ateted ti an. 2, l9

INTERNAL COMBUSTION ENGINE Application .lune 28, 1937, Serial No. 150,722

' 2 claims.

This invention relates to internal combustion engines. 1

An object of the invention is to provide an improved charge-forming means for an internal combustion engine of the two-cycle type.

Another object of the invention is to provide a combined charge-forming means and supercharger for an internal combustion engine.

Another object of the invention is to provide -der It so as to render the scavenging action more efiective.

During the compression stroke of the piston 3d the intake port l8. the exhaust port 20, and the passage 22 connecting the intake and exhaust 5 ports are closed, and at the end'of the compression stroke of the piston immediately preceding the explosion of the compression charge the passage 22 is uncovered to establish communica- W a supercharger for an internal combustion ention between the intake and exhaust ports so gine constructed and arranged so as to functhat a small portion of the burnt gases of the tion as a charge-forming means for the engine. preceding charge may be admitted by way of the Y another o j f the inven n i t pr valve 24 to the intake port 3 to the end that the vide a combined charge-forming means nd next succeeding charge may be heated. This is w S p c r for a internal co s engine found highly desirable when theengine is operw operative to carburet air with a volatile liquid, ated at low speed, as when idling. The means to force the C a e into the Combustion ehamfor actuating the valve 24 are not disclosed, since ber of the e g n and to heat the Charge by they are well-known and form per se no part of the burnt gases resulting from the explosion of th present i nti n,

the preceding charge. The combined charge-forming means and su- 20 Other Objec s o t e invention w pp a from percharger 26 includes a cylindrical housing 40 the following description taken in connection having a duct 42 communicating therewith. As w t t e d w forming a p O s D fishown, the free end of the duct has a marginal cation, and in which: vflange M suitably secured to the Wall of the Fig. 1 is a vertical sectional view of an incylinder l4 so as to support the duct coextensive 25 ternal combustion engine embodying e invenwith the intake port l8. The housing also has tion; an air intake port 46 suitably connected to a 2 S a fragmentaiy'view 0f the Combined conventional air cleaner 48. One end of the cha eo ng means and supercharger; and housing is open, and a small portion of the hous- 3o Fi 3 is a fr sm nta yvi w ill rat n th ing immediately adjacent this open end has an drivin mecha is oft combined increased diameter providing a secondary housforming means and Supe c r ing 50 closed as by a cover plate 52 provided In the illustrated embodiment of the v with an outwardly extending concentric sleeve tion, ill represents an internal combustion engine r hearin 54 having a marginal flange 56.

35 of the two-cycle type including a crank case I2 A stub shaft 58 having thereon a suitable bearupp y Water jacketed as indiing 60 is fitted for rotation in the cylindrical cated at Hi. The cylinder has an intake port housing adjacent the secondary housing 50. i8 and an exhaust port 20, arranged in oppo- This shaft has a concentric extension 62 of resitely disposed relation to one another in the duced diameter fitted for rotation in the bearing 40 49 wall of the cylinder immediately below the water 54 on the cover plate 52, and keyed on the exjacket and connected as by an annular passage tension 62 within the secondary housing is a 22 controlled by a valve 24. A combined chargebevel gear 64, the purpose of which will hereinforming means and supercharger indicated genafter appear. The shaft 58 also has a concentric erally at 2515 connected to the intake port l8, extension v66 of reduced diameter arranged in 5 and a conventional exhaust pipe 28 is connected oppositely disposed relation to the extension 62 to the exhaust port 20. and a plurality of equally spaced radial blades A crank shaft 30 suitably'journaled in the re- 68 supported on the extension 66 slidably engagspective ends of the crank case I2 is connected ing the wall of the housing il].

50 by a conventional connecting rod 32 to a piston The stub shaft 56 and the concentric exten- 50 3t reciprocable inthe cylinder M. The piston carries a plurality of leak-proof rings 36 of conventional type and arranged on the head of the piston is a baffle 38 for directing the charge en-- w tering the intake port It upwardly in the cylinsions 62 and 66 thereof are axially bored to provide a passage 10. A portion of this passage in the extension 62 has an increased diameter as indicated at 62, and passages M in the blades 68 provide communications between the passage ID and the duct 42 coextensive withthe intake port A liquid metering device 16 mounted on the flange 56 of the bearing 54 has an extension 18 received by the enlarged portion 12. of the passage !8. This metering device has a chamber '88 and an axial passage 82 providing a communication between the chamber and the passage 18. A needle valve 84 suitably mounted in the head of the chamber 88 controls the passage 82, and a supply pipe 86 connects the chamber 88 to a suitable supply tank, not shown.

A bevel gear 88 suitably secured to the crank shaft 38 meshes with a pinion 98 keyedon one end of a shaft 92 supported for rotation in a suitable housing 94, and a pinion 96 keyed on the other end of the shaft!!! meshes with the bevel gear 64 keyed on the extension 82 of the stub shaft 58. The gear 88 rotateswith the crank shaft 38 and drives the pinion 88 and consequently the'shaft 92 and the pinion 96 keyed to the shaft. The pinion 98 drives the gear 84 on the stub shaft 58. This results in operation of the combined charge-forming means and supercharger 26.

Assumingthat the valve 84 is adjusted to properly regulate the flowof a liquid through the passage 82 into the metering device 16, under these conditions, upon starting the engine the train of gearing hereinabove described connecting the crank shaft 38 to the stub shaft 56 of the combined charge-forming means and supercharger 28 operates this mechanism proportionately to the speed of the engine.

Upon rotation of the stub shaft 58, the blades 88 on the extension 66 of the shaft 58 draw air through the air cleaner into the housing 48 and simultaneously therewith liquid from the source of supply enters the chamber 88 of the liquid metering device 16, flows past the needle valve 84, through the passage 82 controlled thereby, into and through the axial passage I8 in the shaft 58 and is expelled by centrifugal force through the passages 14 in the blades 88' on the shaft, carbureting the air as it is discharged by the supercharger through the sleeve 42 and intake port 18' into the combustion chamber-of the engine.

As the'charge enters the combustion chamber it is deflected upwardly by the baflle 38 on the head of the piston so as to more effectively scavenge the chamber. Immediately after the charge has been forced into the combustion chamber by the combined charge-forming means and supercharger 26, the piston 34 moves on its compression stroke closing the intake port l8 and the discharge port 20 and compressing the charge.

At the end of the compression stroke of the piston the passage 22 is uncovered to establish communication between the intake port l8 and the exhaust port 28 so that heated gases resulting from the explosion of the previous charge may be admitted past the valve 24 into the intake port, where it mixes with and serves to heat the next succeeding charge. This is found particularly desirable when the engine is running at low speed. Upon explosion of the charge the piston 34 is returned to its retracted position, wherein the intake port I8 and the exhaust port 28 are open, thus completing the cycle.

Although this invention has been described in connection with certain specific embodiments, the principles involved are susceptible of numerous other applications that will readily occur to persons skilled in the art. Theinvention is, therefore, to be limited only by the scope of the appended claims.

Having thus described the various features of the invention, what I claim as new and desire to secure by Letters Patent is: I

1. In combination with an internal combustion engine having intake and discharge ports and a controlled passage connecting the ports, a charge-forming device for the engine comprising a casing having an intake port and a horizontal discharge port directly communicating with the intake of the engine, a rotor in the cas ing having a passage therethrough, means for driving the rotor from the engine, and means for metering liquid through the passage.

2. In combination with an internal combustion engine having intake and discharge ports and a controlled passage connecting the ports for directing burnt gas into the intake port, a chargeforming device comprising a casing having an intake port and a horizontal discharge port directly communicating with the intake of the engine, a rotor in the casing having a passage extending therethrough arranged to intermittently communicate with the discharge port of the easing, means for metering liquid through the passage, and means for driving the rotor from the 

